Propeller mechanism



Aug;1 4,1945- 'E.K. BENEDEKQ 2,382,389

PROPELJLER MECHANISM Fil ed May 24, 1941 11 Shets-Sheet 1 T 515 Haw INVENTOR.

C ELEK K.BENEDEK.

1y 'BY Ex /MM 50 4% ATTORNEYS 1 E. K. BENEDEK 2,382,389

I PROPELLER MECHANISM Filed May 24. 1941 11* Sheets-Shet 2 llllll lllgllll /0/ BY ELILBENEDEK,

4 rwy A TTORNEYS Aug. 14, 1945. I E. KQBENEDEK 2,382,389

PROPELLER MECHANISM Filed May 24, 1941 11 Sheets- Sheet s LVVEXTOR.

BY ELEK. K. HENEDEK. I flMpZW'M Haw .4 T'I'URNEYS E. K. BENEDEK 2,382,389 I PRdPELLER MECHANISM Aug; 14, 1945.

Filed May 24, 1941 1 Sheets-Sheet 4 v INVENTOR.

ELEK K. BENEDE K TJEBL W "I'QRNEYS Aug. 14, 1945 E. K. BENEDEK 2,382,389

PROPELLER MECHANISM Filed May 24, 1941 ll Sheets-Sheet 5 T15 [in Aug; 14, 1945., E NE EK 2,382,389

PROPELLER MEGHANISM- Filed May 24, 1941 11 Sheets-Sheet 6 fia ATTORNEYS INVENTOR. Egan K-BENE DEK- 1 E. K. BENEDEK 2,382,389

- PROPELLER MECHANISM Filed May 24, 1941 ll Sheets-Sheet 7 T] 5-1.. EL-EK K BY v /fly E. K. .BENEDEK PROPELLER MECHANISM Filed May 24, 1941 ll Sheets-Sheet 8 WHH IL- l Aug? 14, 1945' E. K. BENEDEK 2,382,389

PROPELLER MECHANISM Filed May 24, 1941 ll Shee'ts-Sheet 9 I T] E INVENTQR.

ELEKK. BENEDEK- flew 4 A ATTORNL Y5 Aug. 14, 1945- E. K. BENEDEK PROPELLER MECHANISM Filed May 24, 1941 ll Sheets-Sheet 10 ELEK K- BENEDE K a/@a4@v 60 Aug 14; 1945' E. K.IBENEDEK I 2,382,389

PROPELLER MECHANISM Filed May'24, 194} 4 11 Sheets-Sheet 11 .UEZ/ YER) INVENTOR.

EL-EK K.BENEDEK ATTORNEYS Patented Aug. 14, 1945 2,382,389 v momma MECHANISM Elek K. Benedek, Bucyrun, Ohio Application May 24. 1941, Serial No. 395,080 1 Claim. ('01. 170-183) This invention relates to feathering variable pitch propellers, and particularly to a hydraulic mechanism for controlling the output of the engine by varying the pitch of airplane propeller blades.

Variable pitch propellers with limited means for angle control have been provided for use in connection with airplanes.

Originally the pitch was changed only between two limits, these limits being'very little and of a maximum of to The demands of the industry now require that the range of pitch adjustment be controlled steadily and positively and that feathering of the propeller be made possible. This is particularly true in connection with the growing tendency toward the use of power descents in airplanes.

It is one ofthe objects of the presentinven tion to provide a propeller and pitch control mechanism therefor by which the propeller can be made to function as a constant speed propeller but with an increased range of blade pitch adjustment. Another object is to provide a propeller and" control mechanism by which the pitch of the propeller blades can be changed or adjusted in emergencies to a more nearly completely "feathered position, that is, a position in which their chord is approximately parallel to the'llne of flight, so that the propeller blades act as brakes for reducing the engine-rotation.

Another object is to provide for effecting this operation in relatively few seconds so that the engine may be stopped promptly in case of any engine failure and the drag of the dead propeller on the airplane can be greatly reduced.

The present invention is characterized in that it is more simple than the structures heretofore provided for the same purpose, and provides a larger range of pitch control than unreliable hydraulic elements such as sleeves, valves, and low a pressure elements heretofore used, thereby insuring-greater reliability, and constant maximum engine horsepower at constant engine speed.

The principal objects of the present invention heretofore hydraulic means is directly or indirectly actuated by the engine speed; backlash and lost motion of the propeller blades during pitch change are eliminated; positive and continuous torque is provided for regulating the pitch of thepropeller blades and tor maintaining them in the desired position of power and load equilibrium; and the propeller blades may be completely reversed and pitched to any desired angle in either direction from a normal or neutral position.

Other objects and advantages will become apparent from the-following specification wherein reference is made to the drawings'in which:

are to provide a hydraulic mechanism for the purposes described, by which unlimited pitch range and quick feathering can be obtained, for example, when one of the engines must be stopped, due to engine troubles; by which a simple and effective oil circuitis provided between actuating and governing elements; positive, continuous, and instantaneous response of pitch angle to the change in engine speed is effected; the actuating Fig. 1 is a diagrammatic illustration of a preferred embodiment of the present invention employing a reversible fluid pressure circuit including a pump, a hydro-motor, and means to control the circuit in response to engine speed change, and with the motor mechanically drivingly connected to the blades of the propeller;

its. 2 and 3 are diagrammatic front and side elevations, respectively, of the propeller and motor illustrated in Fig. l, the pump being shown diagatically in connection therewith for clearness inillustration;

Fig. 4 is a longitudinal sectional view of the propeller hub and motor assembly and is taken on a plane indicated by the-line 34 in Fig. 3;

Fig. 5 is a sectional view taken on a plane indicated by the line 5-4 in Fig. 4;

Mg. 6 is a cross-sectional view through the variable delivery pump used in connection with the present invention and with a hydraulic servomotorused in connection therewith;

Fig. 6a is an axial sectional view of a stroke adjusting means which may be used at the righthand side of the pump illustrated in Fig. 6 for quick feathering of the propeller;

Fig. 7 is an axial sectional view through the propeller drive shaft, illustrating the oil transfer ring and the manner in which the fluid pressure is supplied to the hydraulic motor, the shaft being shown in elevation for clearness in illustration;

Fig. 8 is a sectional view taken on a plane indicated bythe line il@ in Fig. '7, the hydraulic circuit being diagrammatically illustrated in connection therewith; a

Fig. 9 is a sectional view of the propeller hub showing a planetary speed reducing gear connection between the hydro-motor and the propeller blades and is a modification of the structure illustrated in Figs. 1 to 8:

Figs. 10 and 11 are sectional views taken on planes indicated by the lines Ill-l0 and i|| I, respectively, in Fig. 9;

showing mechanical limiting means for the hydro-motor and propeller, respectively;

Fig. 18 is a sectional view taken on the plane indicated by the line |8|8 in Fig. 17;

Figs. '19 and 20 are diagrammatic front and side 'elevations,'respectively, of a three-blade propeller employing radially disposed hydro-motors such as described in connection with Figs. 13 to 18, inclusive;

Fig. 21 is a diagrammatic illustration of the connection between the pump and the radially disposed hydro-motors such as illustrated in Figs. 19 and 20;

Fig. 22 is the fluid distributing valve or pintle of the three-blade propeller;

Figs. 23 to 25, inclusive, are sectional views taken on planes indicated by the lines 23-28, 24-24, and 25-25, respectively, of Fig. 22;

Fig. 26 is a digrammatic illustration of the synchronizing gear mechanism for a three-blade propeller in which all three blades are controlled from a single hydro-motor which is disposed axially with respect to the propeller shaft;

Fig. 27 is a diagrammatic illustration of a static and indirect control system between the engine and propeller including a hydraulic control power means;

Fig. 28 is a similar control system to that illustrated in Fig. 27, except that the connection of the servo-motor with the pilot valve plunger is reversed as compared with the arrangement in Fla. 7:

Fig. 29 is a diagrammatic illustration of a static control directly connected to the'servo-motor for effecting the operations effected by the structure illustrated in Fig. 2'7;

Fig. 30 is an enlarged axial sectional view showing the connection between the governors and the rod of the servo-motor of Fig. 29;

Fig. 31 is a graphical representation of the effect of slip in a reversible, variable stroke, high pressure P p;

Fig. 32 is a modified circuit employing auxiliary power means for reducing hydraulic back-lash;

Fig. 33 is a diagrammatic illustration of a circuit similar to Fig. 1, but employing a non-reversible pump and constant pressure control with valve means for reversing the flow of the pump with respect to the motor.

Referring first to Figs. 1 to 12, inclusive. the invention is embodied in an apparatus wherein the pitch of the propeller blades is changed and set by a single hydro-motor which is coaxial with the hub or rotational axis of the propeller and usually 7 also with the engine crank shaft. The hydraulic elements may comprise a motor I which can be reversed by reversal of the delivery of the pump so that the motor shaft may swing through an angle a in either direction from a neutral or normal operating position, as indicated at n in Fig. 1. Reversal of the motor may be effected also by aseasso suitable valves and a oneway pump, as described hereinafter.

The motor is connected to a variable delivery pump 2 in a circuit comprising pipes 8 and 4 leading from opposite sides of the pump to opposite sides of the motor. pump circuit are connected to a sump by pipes 5 and 8, respectively, these pipes being provided with pressure check valve 1 and 8. Oil pressure fluid is supplied to the servo-motor 8 through a suitable pipellla from the gear pump III of the engine to actuate the servo-motor which is operative to vary or reverse the pump stroke while the pump continues to be driven in thesame direction. The pilot valve of the servo-motor, in turn, isconnected by a suitable red I to a hand-operated rock lever |2 so that the stroke of the pump may be adjusted or reversed by hand. The rod may be connected also to a lever l3 operated by a governor l4 which, in turn, is driven through appropriate means, such as flexible shaft and gears I5, from the engine of the airplane or vehicle. Thus independent hand and governor control are obtained. The pump is continuously driven from the engine of the airplane or vehicle. Consequently, its delivery may be under the control of the governors l4 at all times and, as a result, the setting of the motor I and the pitch of the propeller blades may be controlled in a direct relation to the speed of the engine or prime mover. I

The motor is mounted in a rigid housing l6 which forms the propeller hub and forwardly from which extends a portion in which the propeller blades |'l are mounted. The propeller housing l6 and blades are rotated primarily about the propeller axis by the main drive or crank shaft |B of the engine, the connection between the pump and the motor being eifected by means of an oil transfer ring I9; I

Referring next to Figs. 4 and 5, both the hydromotor and the housing l6 rotate with the propeller or engine shaft Hi, the housing It being fixedly secured thereto by splines 20. The outer end portion of the shaft 20 is constructed in the form of a valve pintle 2|, but this pintle may be made separate and attached to the shaft. The pintle 2| has sets of reversible ports 22 and 23, connected by internal ducts, as illustrated, with reversible ports 24 and 25, respectively, in the shaft l8. Mounted on the pintle 2| for rotation relative'thereto is a rotatable barrel 26 having a plurality of radial cylinders 21, each cylinder having a port arranged for successive cooperation with the ports 22 and 23 as the barrel rotates relative to the pintle. Mounted in the cylinders are radial pistons 28, each of which has a head portion 29 guided in suitable guideways 39, in a radial flange 3| on the barrel. Each cross-head 29 carries cross pins 32 which are rotatable therein on anti-friction needle rollers. The ends of the cross-pins 32 project beyond the heads 29 and engage a reactance means with which they cooperate for eifecting rotation of the barrel when fluid pressure is introduced into the cylinders in the proper valving relation. In the form illustrated, an elliptical hydraulically balanced reactance means is provided and comprises outer cam rings 33 and inner cam rings 34 parallel thereto, these rings forming cam tracks with which the ends of the cross pins 32 are in rolling engagement. Thus the barrel can be caused to rotate relative to the shaft I8. Fixedly secured to the barrel at its outer end and coaxial therewith is a synchronizing bevel gear 35 which co- The opposite sides of the assaaae operates with bevel gears 36 mounted on the .inner ends of the hubs of the propeller blades 11. This motor is more fully described in my United States Patent No. 2,111,657, but motors described in my United States Patent Nos. 2,097,830 or 2,101,731 are equally applicable for this purpose.

The propeller blades ll have their hubs mounted anti-frictionally in a rigid housing 31 which is rigid with the housing It and rotates therewith. Thus, the blades can, through the medium of the bevel gears, be rotated about the axis of their hubs so as to change the pitch of the blades.

The oil transfer ring I9 is arranged for connecting the pu p with the motor through the ports 24 and 25, as heretofore described. Thus,

by admitting fluid from the pump to the motor, the barrel 26 can be rotated relative to the propeller shaft or crank shaft l8 and change the setting of the propeller blades and hold the blades in the condition set by controlling the delivery of the pump as hereinafter will be more specifically described. For example, the pressure and delivery of the pump can be increased to move the '1, blades to a predetermined setting and then ad- "justed so as to supply only slip fluid for maintaining the blades in the set condition. As heretofore explained, this may be accomplished automatically.

The connection between the pump and the motor is better illustrated in Fig. 8, which shows the intermediate oil-transfer ring I9 to valve the discharge of the pump into themotor.

Referring next to Figs. 6 and 6a, a preferred embodiment of the pump for use in connection with the hydraulic mechanism is illustrated and is the pump more fully described in my United States Patent No. 1,876,833. Other designs such as shown in United States Patents Nos. 2,111,657 or 2,097,830 are equally applicable for this use.

The illlustrative pump comprises a valve pintle 48 having reversible valving ports 4| and ducts 42, the ports 4| being pressure or suction ports, depending upon the setting of the shifter ring of the pump. Mounted for rotation about and fit-. ing the pintle is a .rotatable barrel 43 having the hydraulic servo-motor 9, as hereinafter will be more specifically described.

The servo-motor 8 is arranged so that its power cylinder 9a is moved by fluid-pressure in a di-- rection opposite to the direction of movement of the pilot plunger 9b. This cooperation of the pilot and power plungers is desirable for feathering, as appears more fully hereinafter.

Referring next to Fig. 6a, the servo-motor may be supplemented with a cylinder 50 and a piston 6|, one side of the piston being connected by a duct '82 and a pipe line 63, as illustrated in Fig. 8,

to the pressure side of the auxiliary pump. Thus the stroke can be controlled by the control of pressure introduced from the piston 8| by means of the valve 64. Y

Referring next to Figs. 9 to 12. a mechanical reduction gearing is used between the shaft of the hydro-motor and the propeller blades for increasing the turning moment of the motor. In this modification, the hydro-motor shaft 10 carries a small gear 1| which is drivingly connected to gears 12, which are connected to-a disc 13 having a shaft 14 on which is mounted a bevel gear 15. The bevel gear 15 is drivingly connected to the bevel gears 16 of the respective propeller blades so that reduction is provided between the shaft 10 of the main bevel gear I 5. In connection with Fig. 11, the propeller hub 11 is radial cylinders 44 and valve ports 45 arranged for successive cooperation with the ports 40 as the barrel rotates. Mounted in the cylinders are radial reciprocable pistons preferably having T- heads 48 which engage a rotary reactance 49 for V reciprocating the pistons consequent upon rotation of the barrel when the reactance is in an eccentric relation to the piston. In the form illustrated, the reactance comprises rings supporting thrust plates 50 which bear against the outer surface of the T-heads 48, respectively, and form ports, from a position of eccentricity to one side.

.of the pintle axis to a position of eccentricity at the opposite side. When the reactance is set to one side of the pintle axis, rotation of the pump barrel 43 causes one of the ports 4| to i become a pressure port and'the other port 4! to become a suction port. Shifting the reactance in means.

the opposite direction from the center position will reverse the pump discharge and flow through v the ports 4|. For shifting the reactance, the engine driven governor I4 is interconnected with mounted on elongated cageless needle rollers 18 and thrust bearings 19, for withstanding transverse and centrifugal forces.

, Referring next to Figs. 13 and 14, a modification is shown in which the drive shaft or propeller shaft Bil is connected with a housing 8| which supports a plurality of propeller blades 82 for rotation about their own axis. In this form of the invention, hydro-motors are provided and mounted radially and have their drive shafts coaxial with the propellers respectively, one such hydro-motor being provided for each propeller or blade. In the forms illustrated in Figs, 13-16 inclusive, two radial blades are provided and fluid pressure is supplied to the motors 83 from a suitable variable delivery pump, such as heretofore described, and which may be controlled in the manner hereinafter tobe described. The pump is connected to suitabl ducts in the drive shaft by an oil transfer ring 84. The drive shaft 80 is provided with ducts 85 which are connected to the reversible ports of the pump, respectively, and which in turn connect with suitable ducts 86 in a double and radial pintle 81. The pintle 81 is secured onto the shaft 80 for rotation therewith,

as illustrated in Fig. 15. On the ends 88 of the pintle portions are mounted hydro-motors such as described in connection with Fig. 4 and comprising generally a rotatable barrel 89 carrying radial pistons 90, which, through the medium of pins 9|, cooperate with the reactance 92 for effecting rotation of the barrel 89 with respect to the pintle portion 88 upon the proper v-alving of fluid from the pump to the hydro-motor in a well-known manner. The hubs 92 of the propeller blades are directly connected to the outer ends of the associated barrel 89 for rotation directly therewith and supported radially on anti-friction thrust Thus, by proper manipulation of the pump, the fluid suppliedto th hydro-motors can be delivered at the required amount and direction and the motors can be reversed, if desired, simply by reversing the stroke of the pump. Thus, though Referring next to Figs. 17 and 18, the barrel 80 is shown as provided with a limit stop 93 which operates in a groove 94 in the end of the barrel for limiting the direction of movement of the pump to maximum positions at each side of the normal position or into completely feathered position of the propeller blade.

In Figs. 19-25 inclusive, there is illustrated an arrangement similar to that shown in Figs. 13 and 14 except that a three-blade propeller I is provided and each blade is operated by its individual hydro-motor IOI by a variable delivery pump. In such an arrangement, the motors IOI are connected in parallel with the pump as illustrated. diagrammatically in Fig. 21. For us in connection with three-blad propellers, the pintle is in the form of a central hub I02 with radial pintle portions I03 extending therefrom,- each pintle portion being provided with the required ports I04 for cooperation with the cylinders of the particular barrel to be associated therewith.

The motors are of the generalcharacter or form described and illustrated in Figs. 4, 5 and 15.

Referring next to Fig. 26, there is diagrammatically illustrated an arrangement such as described in connection with Fig. 9 except that it is adapted for a three-blade propeller instead of a two-blade propeller. In this form the main bevel gear I I0 is arranged for rotation with the barrel of the hydro-motor, or is driven thereby through the medium of a speed-change gear as described in connection with Fig. 9. The gear 0 in turn drives the gears III which are rigidly connected to the inner ends of the hubs II2 of the propeller blades. blades may be operated from the same hydro-mm tor or by the introduction of a separate hydromotor for each. Furthermore, the motor is reversible in operative efiect and simply by reversing the pump.

For eflicient drive under stationary perform- Obviously, any movement of propeller ance where there is an equilibrium between load and engine output. it is necessary that the governor remain absolutely at rest to maintain the equilibrium, that is, the governor sleeve shall have no periodical up and down movement on its spindle during such condition. This requires that at each position of the chord angle of the propeller and a given R. P. M. of the engine, the pilot valve of the servo-motor must be at rest in its middle position. Only under these conditions can a new equilibrium between load and power prevail after the old equilibrium has been distorted.

This balanced control method provides a static or stable system as contrary to an astatic or unstable system nr condition, in which latter, the governor either over or under controls, and its sleeve migrates all the time. In order to accomplish a permanent and stationary equilibrium between load and engine output at all times, the control mechanism illustrated in Figs. 27 and 28 may be employed. For example, the pilot plunger II5 of the servo-motor is operated by a lever IIG which is fulcrumed on a stationary fulcrum Ill. The lever H6 in turn is operated by a lever II8 which rocks about the governor power plunger I I 9 as a fulcrum. The plunger I I9 is raised and lowered by the governor I20 operated by the engine. A spring I2I is connected between a suitable stationary abutment of the lever B, and, in the form illustrated, urges the lever H8 in a counterclockwise direction. The left-hand end of the lever H8 in Fig. 27 is adjusted by the operator for obtaining the desired engine speed. while the .hand end of the lever III, when the lever swings about the plunger Iii, moves the pilot valve H5 in the same direction. Upon upward shifting of the pilot valve III, the plunger II9 descends and brings the pilot valve back to its original or middle position as the speed of the engine is decreased due to the increase in the pitch of the propeller.

In this middle position of the pilot plunger Hi, the pump is at neutral and the propeller motor M, and with it the blades of the propeller, are hydraulically locked at the prevailing speed of the engine Thus, there is a stable equilibrium between the propeller load and the engine output of power. Upon downward shifting of the pilot valve I I5, the power plunger I I9 ascends and the various elements above described move in the opposite direction from those indicated by the arrows, and thus finally again re-establishing stationary equilibrium by bringing the pilot plunger I I5 into its neutral or middle position.

It will be noted that in Fig. 2'7. a mid-portion of the lever H6 is connected to the pilot valve 5. If a reverse relation between the governor I20 and the pilot valve H5 is desired, connection may be made as illustrated in Fig. 28, in which the lever I2I, corresponding to the lever I I6, is mounted on the stationary pivot or fulcrum between its ends as indicated at I22, and one end of the lever I2I being connected to the lever H8 as described. The opposite end of the lever I2I is connected to the pilot plunger I23 corresponding to the pilot valve I I5, above described. Thus, for a given movement of the lever I I0, the operation of the pilot valve I23 will be the reverse of the operation of the. pilot valve II5 by the same movement of the lever I I8. Thus, both operations can bring the plunger to its neutral position and stop further movement f the blades at the desired pitch angle. The pilot valve II5 is thus operated by the governor I20 in the same direction relative to the speed of the engine as the pilot valve II is operated by the governor- It in Fig. 1.

In Figs. 29 and 30, there is shown a direct connection between a governor I25, corresponding to the governor I20, and the servo-motor pilot valve I26, corresponding to the valve H5 or I23, the sleeve I21 of the governor I25 being directly connected to the stem of the plunger I26. When the governor operates to lift its sleeve I21, it thereby lifts the pilot valve I25. By means of a spring (not shown) at the opposite end of the servo-motor, the servo-motor is urged back to its neutral or middle position. The reverse effect is obtainedby the spring I28 when the engine speed drops and the plunger I26 is moved in the opposite direction by the governor. Thus, the

spring I28 corresponds in function to the spring I2I of :the lever I I8 in Fig. 27.

By the arrangement illustrated in Figs. 28, 29 and 30, a direct control is provided between engine output and propeller load instead of the indirect control illustrated in Fig. 27. In both instances, the governor is driven by the engine, by any appropriate means. The other spring referred to above in connection with Fig. 29, but not shown, is arranged to urge the pilot plunger I26 back to its closing or neutral position.

Referring next to Fig. 31, there is efiective slip in the reversible, variable stroke, high pressure pump which causes a. so-called hydraulic backright-hand end of the lever I I8 adjusts the travel 15 lash during the slip stroke S in either direction of shift, dueto the fact that the slip volume 120 causes only an internal flow which is a loss and not efiective as external output. In order to eliminate thishydraulic backlash from the pump and motor circuit, an auxiliary source of power may be introduced on each side of the'circuit,

as illustrated on Fig. 32, wherein a one-way pump equipped with an automatic pressure control C a reversible circuit similar to Fig. 1, except that instead of a reversible pump or servo-motor, a one-way pump equipped with a constant pressure control C is used with'a four-way valve V I for reversing the flow to the motor. The iourway valve V may be directly or indirectly connected 'to or actuated by the governor, such as the governors described in connection with Figs. 27 to 30. In operation. the control spring of the control C is adjusted so that it counteracts the torsional moment of the propeller blades in a. set position and automatically holds the equilibrium with this torsional moment when thevalve is open. in a given direction. When the valve V is shifted to reverse the direction of flow for effecting reversal of the motor, the pump automatically holds the blades in that position selected. The pitch is changed by pressure: as soon as the engine speed changes, the pressure increases or decreases and permits the changes of the stroke of the pump by the automatic pressure control to vary the chord angle of the blade according to the new equilibrium. Quick feathering can be obtained by increasing the pressure in this direction to overcome all moments acting on the The auxiliary pumps Pa. are so dimen-.

blades as contrary to a normal cycle, where the counter-moment of torsion holds the propeller against the balancing-pressure of the pump at an angle less than For feathering, the chord of the angle of pitch becomes parallel to. the direction of flight. Thus, this circuit arrangementtakes advantage of the counter-movement of the blades to reduce the pitch angle, and the hydraulic pressure'really acts only to increase the pitch angle in one direction only toward the maximum limit of feathering.

Having thus described my invention, I claim:

In a propeller mechanism, a rotatable hub; hydraulic motor casings fixed to saidhub at circumferentially spaced points to rotate therewith; propeller blades mounted on said casings respectively for pitch varying movements about axes radial to the axis of rotation of said hub; a rotary piston and cylinder assembly hydraulic motor in each of said casings, each motor having a central valve pintle whose axis is radial to the hub, each pintle being secured to the hub to rotate bodily about the hub axis, each motor also having a cylinder barrel rotatable about the associated pintle and setsof combined radial load and axial thrust transmitting roller bearings interposed between the pintle andecylinder barrel and spaced axially of the pintle, reactance means carried by the associated motor casing, pistons reciprocable in the cylinders radially with respect to the axis of the pintle, and connections between the pistons and the reactance means; and means securing said blades to the cylinder barrels of the respectively associated motors with the blades extending radially, to said hub, whereby said roller bearings mount both said cylinder barrels and said blades to turn anti-frictionally on said pintles and without any movement radially of said hub.

. V ELEK K. BENEDEK. 

